Ocean going integrated tug-barge connection system

ABSTRACT

An improved ocean going integrated tug-barge apparatus and method for coupling the vessels and minimizing friction between them during the docking of one into the other. The barge has at its stern a recessed notch into which the bow of the tug is adapted to fit. The notch is characterized by a cantilevered nose mounted to the barge and extending centrally from the barge structure into the notched area. The tug bow is characterized by a recess adapted to cooperably receive the nose during coupling of the two vessels. Utilization of the cantilevered nose into the tug recess assists in guiding the tug into the notch thereby precluding frictional engagement between the tug hull and the barge notch walls during the coupling operation.

nited States atent n91 Waller et al.

[111 3,842,783 5] Oct. 22, 1974 I OCEAN GOING INTEGRATED TUG-BARGE CONNECTION SYSTEM [76] Inventors: David B. Waller, 10611 Cypresswood Blvd, Houston, Tex. 77070; Raymond A. Forker, 915 Water Ave., Savannah, Ga. 31404 Primary Examiner-Trygve M. Blix Assistant Examiner-Edward R. Kazenske [5 7] ABSTRACT An improved ocean going integrated tug-barge apparatus and method for coupling the vessels and minimizing friction between them during the docking of one into the other. The barge has at its stern a recessed notch into which the bow of the tug is adapted to fit. The notch is characterized by a cantilevered nose mounted to the barge and extending centrally from the barge structure into the notched area. The tug bow is characterized by a recess adapted to cooperably receive the nose during coupling of the two vessels. Utilization of the cantilevered nose into the .tug recess assists in guiding the tug into the notch thereby precluding frictional engagement between the tug hull and the barge notch walls during the coupling operation.

3 Claims, 8 Drawing Figures OCEAN GOING INTEGRATED TUG-BARGE CONNECTION SYSTEM BACKGROUND OF THE INVENTION This invention pertains generally to ocean going tugs and barges. More particularly the invention pertains to an apparatus and method for rigidly but separably cou-. pling a barge and a tug into an integral ocean going unit in which the coupling and uncoupling operations are characterized by a minimal amount of inter-acting contacting forces between the two vessels.

The functional utilization of integral-rigid tug barge combinations is old in the art and is evidenced in publications as early as the article entitled New Combination Vessel in the Dec. 15, 1950 issue of Maritime Reporter. That and many similar articles and patents disclose and teach the broad concept of a barge having a stern notch into which the bow of a pusher tug is adapted to fit and to be mechanically coupled.

A principal disadvantage of the utilization of tugs and notched barges is the difficulty potentially encountered in engaging or disengaging the two vessels in anything but relatively calm environmental conditions. Even with good water conditions there is required skill and patience in order to clock the tug into the barge notch and to mechanically secure the vessels. There is commonly experienced during the docking and coupling procedure continuous contacting and frictional engagement between the tug hull and the barge notch walls. Lateral movement of one vessel with respect to the other may easily cause damage or injury to adjacent superstructure. Similarly, uncontrolled or sudden relative vertical movement of one vessel with respect to the other may produce damage to the tug deck or to equipment thereon. Even in calm waters it may reasonably be expected that significant frictional contact will be encountered between the vessels during the docking procedures.

BRIEF DESCRIPTION OF THE INVENTION Heretofore, endeavors to rectify the above disadvantages have been characterized by numerous and diverse resolute attempts directed towards minimizing the frictional forces. This has been accomplished through the use of wooden planks inserted between the vessels or rubber bumpers affixed to the tug hull. The present invention obviates such makeshift contrivances and suggests a cooperating structure between the barge notch and the tug. The cooperating structure may, in exemplary form, take the form of a cantilevered structure or nose mounted on the barge and extending rearwardly over the notch recess. The tug bow is characterized by a corresponding recess adapted to cooperatively receive the cantilevered structure extending from the barge. As the tug moves into the barge notch the walls of the tug recess receive, engage and are guided by the nose thereby minimizing or precludingphysical contact between the tug hull and the notch walls. Thus there is assured a central positioning of the tug with respect to the notch at substantially all stages of the actual docking of the two vessels. In addition the present invention provides for a cantilevered nose structure which enhances coupling of the barge and tug and which'further assures equal distribution of loading on both sides of the barge and tug structures. There is further disclosed an improved power actuated wedge system disposed in.

stitutesthe prestressing structural condition. These and numerous features and advantages of the invention will become readily apparent upon a reading of the following detailed description, claims and drawings, wherein like numerals denote like parts in the several views and wherein:

DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view of an example of the invention showing a tug docked in the notch of a barge.

FIG. 2 is a top view along the plane 2-2 of FIG. 1.

FIG. 3 is a sectional view of the tug-barge along the plane 3-3 of FIG. 1'.

FIG. 4 'is a sectional view of the tug-barge along the plane 44 of FIG. 1.

FIG. 5 is a sectional view of the tug-barge along the plane 5-5 of FIG. 1. FIG. 6 illustrates a modified form of the invention showing the tug disposed in the notch of the barge.

FIG. 7 is a top view along the plane 7-7 of FIG. 6.

FIG. 8 is a sectional view along the plane 8-8 of FIG. 6.-

DETAILED DESCRIPTION OF THE INVENTION With reference now to FIGS. 1 and 2 there is shown the barge 1 having a bow portion 8 and a stern portion 5. The stem is characterized by a recess or notch 7 extending substantially'into and along the length of the barge. The notch 7 is of such configuration as to cooperatively receive the bow 9 of a mating tug. The bottom 7a of the notch defines a ramp which is sloped upwardly and forwardly from the barge stern toward the bow, the ramp having approximately the same angle as the keel 11 of the tug. The cooperating angles of keel l1 and ramp 7a are substantially the same when the tug is in its floating position. Similarly the angle to the vertical of notch front wall 7b is substantially the same as the bow wall 9b. The barge is further characterized by a cantilever mounted guide structure or nose 15 structurally affixed to the barge proximate the apex 17 of the notch and extending substantially rearwardly towards the stern of the barge. The cantilevered guide or nose 15 is of substantial structural configuration since it must be adapted to be contacted by and guide the tug 3 as it moves into the barge notch 7. Although the nose 15 is shown to be of relatively short length it will be recognized-that the nose may be of any reasonably desired.

length. As shown in FIG. 2 the cantilever mounted nose is disposed centrally and along the longitudinal center line of the barge and is therefore adapted to be received in a cooperating recess in the tug bow. Since the nose 15 and recess 19 are both longitudinally disposed along the respective axial center lines of the vessels it will be recognized that once the walls of recess 19 initiate contact with the nose there can only result a centering effect in which the tug is persistently driven towards the axial center line of notch 7. Therefore the configuration of the nose in the horizontal plane should, in order to effect a centering function, be designed in the shape of converging walls 15a, 15b from the bow to the stern of the vessel, (see HO. 2). The underside wall 18 of nose l5 similarly is slanted upwardly in the bow to stem direction. The slant of wall 18 is determined by the angle of cooperating wall 21 on the bow of tug 3. Wall 18 is thus intended to act as a guide and directional surface which, during the docking procedure, inherently comes into contact with tug wall 21 by reason of the centering effect produced by the action of walls a and 15b upon the tug recess 19. Wall 18 further effectuates, by reason of its angular configuration, a cooperative function with notch ramp 7a. These two surfaces (wall 18 and ramp 7a) converge towards one another from stem to bow when viewed in the vertical plane (see FIG. 1) and therefore produce a wedging and locking function which accomplishes a fixed and isolated position of the tug with respect to the barge notch.

Numerous advantages accrue to the tug-barge operation as a consequence of the cantilevered nose 15. First there is reduced frictional contact between the sides of the two vessels since movement of the tug bow laterally of the barge center line becomes increasingly restricted as the tug moves further into the notch. Available surface contact between the vessels is therefore reduced from that of the tug hull and notch walls to that of the walls of recess 19 and nose walls 15a, 15b, and 18. The wall surface of the nose is substantially less than that of the tug hull. Moreover the possibility of swinging movement by the tug about the barge center line, as a consequence of wave action upon the tugs stern during docking, and the concomitant reaction of contact between the tug bow and notch walls, is essentially eliminated by reason of the guiding effect of nose 15 and recess 19. Additionally, because of the nose and recess, the width of the notch may be increased somewhat in order to more efficiently accommodate receipt of the tug, all this without detracting from the ultimate objective of locking the barge and tug into fixed engagement with one another such that they may be used in an ocean environment without having to separate.

The fixed engagement of the barge and tug is accomplished through the utilization of force applying mechanisms mounted on the barge but acting in opposite linear directions upon the tug. These equal but oppositely directly linear forces acting upon the tug apply to the tug a prestressed coupling to the barge, the magnitude of which is calculated to exceed the magnitude of any forces that may be applied to the tug and barge from ocean wave action. Assuming that such prestressed coupling is capable of producing such forces on the tug there is reasonable assurance the coupled vessels can safely operate in open water.

The oppositely directed coupling forces acting between the tug and barge are applied through a combination of draw racks 31 mounted on the barge adjacent the bow end of notch 7, and wedge means 33 mounted on the barge, on or near the notch overhang 35. The wedge means 33 may be movable within tracks or the like and are actuated by hydraulic or mechanical rams 41 or the like. The tug 3 is characterized by wedge receiving surfaces or guide means 43 for receiving the wedge means 33 upon actuation of rams 41. The application of force by wedge means 33 upon surfaces 43 opposes the force exerted by draw racks 31 which are adapted to be connected to the tug 3 by coupling means 45.

With reference to F IG. 4 there is shown the tug overhang 35 and actuating rams 41 for the wedges 33. As best shown in FIG. 5 the wedge means 33 are cammed in the vertical, as well as in the horizontal plane (see FIG. 1). Camming surface 33a cooperates with wedge receiving surface 43a, on both sides of the tug to exert an inwardly and upwardly directed force upon the tug when wedge means 33 are operated. Such force tends to lift the tug into a jammed position against the barge notch, such jammed position being indicated by the abutting contact between wedge receiving surface 43b and notch overhang 35a. The entire wedge receiving surface or guide means 43 is thus characterized by a recess design configured to produce wedging action against the tug urging it in a direction toward the stern and into an upwardly and inwardly position so as to thereby exert a predetermined stress upon the tug and upon the coupling means 45 and draw racks 31.

In connection with the upwardly and inwardly wedging force exerted upon the tug, reference is made to FIG. 3 wherein the configuration of cantilevered guide or nose 15 is similarly shown to be characterized by nose wedge surfaces 15c, 15d and recess wedge surfaces 19a, 19b. The cooperative action of the nose wedge surfaces and recess wedge surfaces produces a downwardly directed, wedging and centering effect upon the tug bow which inherently locks the bow in a consistent lateral, longitudinal and vertical position as the tug moves into the final docking stage in the notch 7. A plurality of rubber pads or bumpers 51 characterize the fixed points of contact between the tug and cantilevered nose and notch.

Numerous modifications may be made to the concept described herein, (see FIG. 6-8). Similar results may be accomplished by constructing the cantilever mounted nose on the tug 103 so as to extend from the bow thereof. The nose 115 may be adapted to be received in a recess 119 constructed at the bow end of notch 107. The cantilevered nose 115 may be characterized by the converging surfaces 115a and l15b and which terminate in an end surface 116 that contacts a rubber bumper or the like 151 mounted in the end of recess 119. Appropriate draw racks 131 and coupling means are provided in order to draw the tug into abutting relation with the notch after the noseand recess are in engaging position. Subsequently, the tug may be'prestressed into the carried position through racks 131, this being accomplished through the wedge may efficiently mobilize the barge in reliable and controlled manner.

It will be further recognized that as a consequence of the rigid and reliable connection between the vessels afforded by the present invention a number of consequential advantages may arise. For example, in utilizing the invention herein between a tug and barge transporting liquid natural gas, the tug machinery may be able to burn gas vapors from the barge as its fuel, this because a vapor line may be extended from the barge cargo tank vapor dome safely across and through the tug-barge interface without fear of it being fractured by relative tugbarge motion.

The invention has been described with a degree of particularity directed to a preferred and alternative form, but it should be understood that the present disclosure has been made only by way of example and that various changes could be made in combination and arrangement of the parts without departing from the spiritive scope of the invention as it has been described.

That which is claimed and described to be secured by United States Letters Patent is:

1. An apparatus for guiding a first vessel into contacting relation with a second vessel and for fixedly releasably coupling the vessels to one another comprising:

a notch area in the stern of said second vessel'which is adapted to receive the bow of said first vessel, a first guide means extending longitudinally outwardly in cantilever manner over said notch area from said second vessel toward said first vessel,

second guide means being characterized by a recess in said first vessel and disposed in operating alignment with said first guide means,

said first guide means comprising cooperating side walls extending in converging relation to one another toward their cantilever end, when viewed in the horizontal plane,

said recess of the second guide means being defined by a pair of side wall means, said pair of recess side wall means being divergent to one another from the recess depth to the recess opening end when viewed in the horizontal plane so that after approach and upon entry of the first guide into the second guide means there occurs a continuous increasing centering effect upon the bow of said first vessel in the stern notch of the second vessel prior to actual final positioning of the first vessel in the second vessel,

the first guide means on said second vessel including an underside wall means to vertically restrain and secure the first vessel in the second,

the notch area in said second vessel having a ramp means substantially covering the bottom thereof, said ramp means sloping upwardly from stern to bow, said ramp means further receiving and supporting the first vessel thereon so that during receipt of said first vessel into the notch area, the bow of said first vessel is driven upwardly by said ramp means and into wedging contact with said underside wall means; said walls of said first and second guide means thus cooperating to align the first vessel with the second vessel as upward wedging contact is produced in the vertical plane by said ramp means prior to coupling,

wedge means mounted on the deck of said second vessel proximate the stern thereof,

wedge receiving means fixedly mounted on the first vessel proximate the stern thereof,

said wedge means being movable into and out of engaging relationship with said wedge receiving means,

said wedge means and wedge receiving means being arranged so that, upon actuation thereof, the first vessel may be disengaged from the ramp means and underside wall means in the notch area of the second vessel.

2. The apparatus of claim 1 wherein there is further included coupling means for affirmatively coupling the two vessels into locked contact with each other while the first vessel is inthe notch area, said wedge means and said wedge receiving means being mounted on their respective vessels so that the force vector transmitted to the vessel supported on the ramp means is opposite in direction to that of the force supplied by the coupling means so as to thereby place the supported vessel in a state of tension.

3. The apparatus of claim 2 wherein the tensile force supplied to the supported vessel is substantially equal to or exceeds the forces which said coupled vessels might reasonably anticipate in ocean operation so that there is produced a fixed rigid connection between the vessels which produces a unitary vessel structure. 

1. An apparatus for guiding a first vessel into contacting relation with a second vessel and for fixedly releasably coupling the vessels to one another comprising: a notch area in the stern of said second vessel which is adapted to receive the bow of said first vessel, a first guide means extending longitudinally outwardly in cantilever manner over said notch area from said second vessel toward said first vessel, second guide means being characterized by a recess in said first vessel and disposed in operating alignment with said first guide means, said first guide means comprising cooperating side walls extending in converging relation to one another toward their cantilever end, when viewed in the horizontal plane, said recess of the second guide means being defined by a pair of side wall means, said pair of recess side wall means being divergent to one another from the recess depth to the recess opening end when viewed in the horizontal plane so that after approach and upon entry of the first guide into the second guide means there occurs a continuous increasing centering effect upon the bow of said first vessel in the stern notch of the second vessel prior to actual final positioning of the first vessel in the second vessel, the first guide means on said second vessel including an underside wall means to vertically restrain and secure the first vessel in the second, the notch area in said second vessel having a ramp means substantially covering the bottom thereof, said ramp means sloping upwardly from stern to bow, said ramp means further receiving and supporting the first vessel thereon so that during receipt of said first vessel into the notch area, the bow of said first vessel is driven upwardly by said ramp means and into wedging contact with said underside wall means; said walls of said first and second guide means thus cooperating to align the first vessel with the second vessel as upward wedging contact is produced in the vertical plane by said ramp means prior to coupling, wedge means mounted on the deck of said second vessel proximate the stern thereof, wedge receiving means fixedly mounted on the first vessel proximate the stern thereof, said wedge means being movable into and out of engaging relationship with said wedge receiving means, said wedge means and wedge receiving means being arranged so that, upon actuation thereof, the first vessel may be disengaged from the ramp means and underside wall means in the notch area of the second vessel.
 2. The apparatus of claim 1 wherein there is further included coupling means for affirmatively coupling the two vessels into locked contact with each other while the first vessel is in the notch area, said wedge means and said wedge receiving means being mounted on their respective vessels so that the force vector transmitted to the vessel supported on the ramp means is opposite in direction to that of the force supplied by the coupling means so as to thereby place the supported vessel in a state of tension.
 3. The apparatus of claim 2 wherein the tensile force supplied to the supported vessel is substantially equal to or exceeds the forces which said coupled vessels might reasonably anticipate in ocean operation so that there is produced a fixed rigid connection between the vessels which produces a unitary vessel structure. 